Vehicle control method and device, vehicle control equipment and computer program product

Abstract

The invention is suitable for the technical field of vehicles, and provides a vehicle control method and device, vehicle control equipment and a computer program product.The method comprises the steps that in response to a vehicle pushing instruction, operation parameters of a motor of a vehicle at the previous moment are obtained; the previous moment refers to the moment before the cart pushing instruction is detected; determining a feedforward control quantity based on the operating parameters; and when the vehicle is in the vehicle pushing stage, speed loop control is conducted on the vehicle based on the feedforward control quantity, the target vehicle speed and the current vehicle speed, so that the vehicle pushing function of the vehicle is achieved. Compared with traditional speed loop control, the control method has the advantages that the feedforward control quantity is increased, so that the cart pushing speed can be controlled more accurately, and the speed control precision in the cart pushing stage is improved.

Description

Technical Field

[0001] This application belongs to the field of vehicle technology, and in particular relates to a vehicle control method, device, vehicle control equipment and computer program product. Background Technology

[0002] Currently, two-wheeled electric vehicles have become a convenient mode of transportation, and their convenience and comfort are important indicators affecting user experience. However, when using two-wheeled electric vehicles on slopes, overpasses, and other challenging terrains, their excessive weight makes them difficult to push. Therefore, there is an urgent need to implement a push function for two-wheeled electric vehicles.

[0003] However, existing technologies typically employ traditional speed loop control schemes, which use PID adjustments based on the target speed and the actual speed to achieve the trolley function. This approach is not comprehensive enough and fails to meet actual needs. Summary of the Invention

[0004] This application provides a vehicle control method, device, vehicle control equipment, and computer program product to address the problem that the prior art is not comprehensive enough and cannot meet actual needs.

[0005] In a first aspect, embodiments of this application provide a vehicle control method, including: In response to the push command, the operating parameters of the vehicle's motor at the previous moment are obtained; the previous moment refers to the moment before the push command was detected. Determine the feedforward control quantity based on the operating parameters; When the vehicle is in the pushing stage, speed loop control is performed on the vehicle based on the feedforward control quantity, the target vehicle speed, and the current vehicle speed to realize the vehicle pushing function.

[0006] The beneficial effects of the embodiments in this application compared with the prior art are: This application provides a vehicle control method that, in response to a push command, acquires the vehicle's motor operating parameters at the previous moment; the previous moment refers to the moment before the push command is detected. Based on the operating parameters, a feedforward control quantity is determined. When the vehicle is in the push phase, speed loop control is performed on the vehicle based on the feedforward control quantity, the target vehicle speed, and the current vehicle speed to achieve the vehicle's push function. Compared to traditional speed loop control, this application adds a feedforward control quantity, thereby enabling more precise control of the push speed and improving the speed control accuracy during the push phase. Meanwhile, traditional speed loop control relies on adjusting the output based on the current error, which is prone to lag due to system inertia. The feedforward control quantity, by introducing the operating state information from the previous moment in advance, is equivalent to pre-applying a compensation signal, allowing for rapid adjustment of the motor output at the initial stage of the push command triggering, shortening the response time for the vehicle to switch from a stationary or existing state to the push state, and avoiding speed overshoot or undershoot.

[0007] Optionally, speed loop control of the vehicle can be performed based on the feedforward control variable, the target vehicle speed, and the current vehicle speed, including: The difference between the target vehicle speed and the current vehicle speed is calculated. The initial control quantity is obtained by processing the difference based on the proportional element in the proportional-integral-derivative control algorithm. The target control quantity is obtained by summing the initial control quantity and the feedforward control quantity. Speed ​​loop control of the vehicle is performed based on the target control variable.

[0008] In the above embodiments, to avoid speed overshoot caused by the delay in integral term calculation when transitioning from a slope to a flat road, this invention only employs proportional control, processing the difference based on the proportional element in the proportional-integral-derivative (PID) control algorithm. Although not using an integral term results in a persistent difference between the actual speed (current vehicle speed) and the target speed (target vehicle speed), the introduction of feedforward control—that is, summing the initial control quantity and the feedforward control quantity—makes this difference small and does not affect the user experience. Furthermore, when going uphill, the speed feedback will be smaller due to the absence of an integral term, which aligns with the user's actual experience, as the user's speed is typically lower when going uphill than on a flat road.

[0009] Optionally, the scaling factor in the scaling element is determined as follows: Obtain the pitch angle of the road where the vehicle is located; The scaling factor is adjusted based on the pitch angle; the pitch angle and the scaling factor are positively correlated.

[0010] In the above embodiments, the accuracy of uphill speed control is further improved by dynamically adjusting the scaling factor based on the pitch angle. Simultaneously, these embodiments enable the vehicle control equipment to adjust the scaling factor according to actual terrain changes (determined by the pitch angle), thereby automatically adjusting the subsequent push speed and improving the user experience.

[0011] Optionally, after performing speed loop control on the vehicle based on the feedforward control variable, the target vehicle speed, and the current vehicle speed, the following may also be included: Obtain the pitch angle of the road where the vehicle is located; The driving scenario of the vehicle is determined based on the pitch angle; Perform control operations on the vehicle corresponding to the driving scenario.

[0012] In the above embodiments, since the pitch angle can directly reflect whether the vehicle is in an uphill, downhill, or flat road scenario, the vehicle's driving scenario (such as uphill, flat road, or downhill) can be determined by the pitch angle, and the vehicle control can be adjusted accordingly. This not only improves the adaptability to diverse road environments but also enhances vehicle safety.

[0013] Optionally, control operations corresponding to the driving scenario are performed on the vehicle, including: When the driving scenario is uphill, if the vehicle is detected to be stationary, the vehicle is controlled to enter parking mode; parking mode is used to prevent the vehicle from rolling back on the slope. When the driving scenario is downhill, the target vehicle speed is adjusted to the set vehicle speed, and the motor is controlled to be in the first working mode. The set vehicle speed is used to represent the safe speed of the vehicle when going downhill, and the first working mode is used to represent that the motor is allowed to generate negative torque, which means the direction opposite to the direction of vehicle travel. When the driving scenario is a flat road scenario, if the actual vehicle speed is detected to be greater than the target vehicle speed, the actual vehicle speed will be updated to the target vehicle speed, and the motor will be controlled to enter the second working mode; the second working mode is used to indicate that the motor will not generate negative torque.

[0014] In the above implementation, when the vehicle is stopped on an uphill section, i.e., when the user stops the vehicle, it automatically enters the parking mode to prevent the vehicle from rolling backward and ensure safety. On a flat road, when the actual vehicle speed is detected to be greater than the target speed, i.e., when the pushing speed exceeds the preset target, no negative torque is generated, allowing the user to easily and dynamically adjust the speed target, thus improving the user experience. On a downhill section, the target speed can be adjusted to the safe speed for the vehicle when going downhill, and the motor is allowed to generate negative torque, so that the vehicle can maintain a safe speed, prevent speed loss, and improve vehicle safety.

[0015] Optionally, after performing speed loop control on the vehicle based on the feedforward control variable, the target vehicle speed, and the current vehicle speed, the following may also be included: After the vehicle speed stabilizes during the push phase, if an external force different from the vehicle's driving force is detected, the vehicle's first displacement is obtained. If the first displacement is zero, the upper limit of the driving force generated by the motor is determined based on the theoretical driving force; the theoretical driving force is calculated from the weight of the vehicle and the slope of the road where the vehicle is located.

[0016] In the above embodiments, the user may need the vehicle to remain briefly stationary during the pushing process. If insufficient driving force causes the vehicle to slide, it may pose a collision risk; if the driving force is too large, the user may experience operational difficulties due to sudden changes in resistance when pushing again. Therefore, this embodiment controls the driving force by setting an upper limit when the first displacement is detected to ensure the vehicle is stably locked in its current position, preventing accidental sliding and ensuring controllable resistance during subsequent user operations.

[0017] Optionally, after performing speed loop control on the vehicle based on the feedforward control variable, the target vehicle speed, and the current vehicle speed, the following may also be included: After the vehicle speed stabilizes during the pushing phase, if there is a load in the vehicle, the second displacement of the vehicle is obtained. If the second displacement is greater than or equal to the set displacement, then obtain the vehicle's current driving force; If the current driving force is greater than or equal to the theoretical driving force, the upper limit of the driving force generated by the motor is calculated based on the weight of the load, the weight of the vehicle, the slope of the road where the vehicle is located, and the set driving force. The set driving force is used to describe the reference driving force generated by the motor when the vehicle is on a flat road.

[0018] In the above implementation, by integrating core parameters such as load weight (additional load), vehicle weight, and road slope (influence of gravity), and combining them with the set driving force based on a flat road benchmark, the upper limit of the driving force suitable for the current working conditions can be calculated. Simultaneously, when the vehicle displacement meets the standard and the current driving force already satisfies the theoretical requirements, limiting the motor output by calculating the upper limit prevents the system from continuously increasing the driving force due to feedback adjustment inertia. Furthermore, when the user applies manual force to stop the vehicle later, the torque upper limit will not be excessive, ensuring that the user can effectively stop the vehicle.

[0019] Secondly, embodiments of this application provide a vehicle control device, including: The parameter acquisition unit is used to acquire the operating parameters of the vehicle's motor at the previous moment in response to the push command; the previous moment refers to the moment before the push command was detected. The control quantity determination unit is used to determine the feedforward control quantity based on the operating parameters; The first control unit is used to perform speed loop control on the vehicle based on the feedforward control quantity, the target vehicle speed, and the current vehicle speed when the vehicle is in the pushing stage, so as to realize the pushing function of the vehicle.

[0020] Thirdly, embodiments of this application provide a vehicle control device, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the vehicle control method as described in any one of the first aspects above.

[0021] Fourthly, embodiments of this application provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the vehicle control method as described in any one of the first aspects above.

[0022] Fifthly, embodiments of this application provide a computer program product that, when run on a vehicle control device, enables the vehicle control device to execute the vehicle control method described in any of the first aspects above. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 This is a schematic diagram of a traditional speed loop control; Figure 2 This is a flowchart illustrating the implementation of a vehicle control method according to an embodiment of this application; Figure 3 This is a schematic diagram of speed loop control with feedforward control quantity provided in an embodiment of this application; Figure 4 This is a flowchart illustrating the implementation of a vehicle control method according to another embodiment of this application; Figure 5 This is a flowchart illustrating the implementation of a vehicle control method provided in another embodiment of this application; Figure 6 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application; Figure 7 This is a schematic diagram of the structure of a vehicle control device provided in one embodiment of this application. Detailed Implementation

[0025] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application may also be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods have been omitted so as not to obscure the description of this application with unnecessary detail.

[0026] It should be understood that, when used in this application specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or a collection thereof.

[0027] It should also be understood that the term “and / or” as used in this application specification and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0028] As used in this application specification and the appended claims, the term "if" may be interpreted, depending on the context, as "when," "once," "in response to determination," or "in response to detection." Similarly, the phrase "if determined" or "if detected [the described condition or event]" may be interpreted, depending on the context, as meaning "once determined," "in response to determination," "once detected [the described condition or event]," or "in response to detection [the described condition or event]."

[0029] Furthermore, in the description of this application and the appended claims, the terms "first," "second," "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0030] References to "one embodiment" or "some embodiments" as described in this specification mean that one or more embodiments of this application include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0031] In practical applications, two-wheeled electric vehicles have become a convenient mode of transportation, and their convenience and comfort are important indicators affecting user experience. However, when using two-wheeled electric vehicles on slopes, overpasses, and other challenging terrains, their excessive weight makes them difficult to push. Therefore, there is an urgent need to implement a push function for two-wheeled electric vehicles.

[0032] However, existing technologies typically employ a traditional speed loop control scheme, which involves PID adjustment based on the target speed and the actual speed to achieve the cart function.

[0033] For example, please refer to Figure 1 , Figure 1 This is a schematic diagram of a traditional speed loop control. (Example) Figure 1 As shown, the final vehicle torque is obtained through PID control based on the difference between the target speed and the speed feedback. It's evident that traditional speed loop control only begins adjustment when the difference is non-zero after manual intervention, which can easily lead to lag due to system inertia, resulting in speed overshoot and a poor user experience. Furthermore, at low speeds, insufficient precision can cause unstable torque output.

[0034] Therefore, this application provides a vehicle control method to solve the above problems.

[0035] Please see Figure 2 , Figure 2 This is a flowchart illustrating the implementation of a vehicle control method according to an embodiment of this application. In this embodiment, the vehicle control method is executed by a vehicle control device. The vehicle control device may be an on-board controller.

[0036] In this embodiment of the application, the motor in the vehicle can be a permanent magnet synchronous motor.

[0037] It should be noted that the vehicle is equipped with an accelerometer and a gyroscope. The accelerometer is used to detect the vehicle's linear acceleration (such as acceleration / deceleration in the forward / backward direction, and the gravity component of the slope in the up / down direction), while the gyroscope is used to detect the vehicle's angular velocity (such as steering and attitude rotation), accurately outputting the road pitch angle (slope) and changes in vehicle attitude.

[0038] like Figure 1 As shown, a vehicle control method provided in one embodiment of this application may include S101~S103, which are described in detail below: In S101, in response to the push command, the operating parameters of the vehicle's motor at the previous moment are obtained; the previous moment refers to the moment before the push command was detected.

[0039] In this embodiment of the application, when using a two-wheeled electric vehicle in scenarios such as ramps and overpasses, the excessive weight of the two-wheeled electric vehicle makes it difficult for the user to push it. Therefore, in order to successfully push the vehicle, the user can send a push command to the vehicle control device.

[0040] It should be noted that the vehicle control device can detect a user-sent push-cart command by detecting a preset operation on the vehicle. This preset operation can be set according to actual needs and is not limited here. For example, a preset operation could be the clicking of a preset control within the vehicle. Therefore, when the vehicle control device detects that a preset control on the vehicle has been clicked, it indicates that the aforementioned preset operation has been detected, i.e., the aforementioned push-cart command has been detected.

[0041] In some possible embodiments, the vehicle control device can automatically trigger its own pushing command when it detects that the vehicle is on a ramp or overpass, or when it detects an external force pushing the vehicle.

[0042] In this embodiment, after detecting the aforementioned push command, the vehicle control device indicates that the vehicle needs to be pushed. Therefore, to avoid difficulty in pushing and to make pushing easier, the vehicle control device can respond to the push command by obtaining the operating parameters of the vehicle's motor at the previous moment. Here, "previous moment" refers to the moment before the push command was detected.

[0043] It should be noted that the above operating parameters include, but are not limited to, the amplitude of the motor's back electromotive force.

[0044] In S102, the feedforward control quantity is determined based on the operating parameters.

[0045] In this embodiment, the vehicle control device can determine the motor torque of the previous moment based on the acquired operating parameters, and determine the vehicle speed corresponding to the motor torque as the feedforward control quantity. The feedforward control quantity is used to compensate for the known load and inertia of the vehicle in advance, thereby reducing the pressure on closed-loop regulation.

[0046] In S103, when the vehicle is in the pushing stage, speed loop control is performed on the vehicle based on the feedforward control quantity, the target vehicle speed, and the current vehicle speed to realize the vehicle pushing function.

[0047] In this embodiment of the application, when the vehicle control device detects that the vehicle is in the pushing stage, it can perform speed loop control on the vehicle based on the feedforward control quantity, the target vehicle speed and the current vehicle speed to realize the vehicle pushing function.

[0048] Specifically, please refer to Figure 3 , Figure 3 This is a schematic diagram of speed loop control with feedforward control provided in an embodiment of this application. (Combined with...) Figure 3 The vehicle control equipment can calculate the difference between the target vehicle speed and the current vehicle speed in real time, and process the feedforward control quantity and the difference using a proportional-integral-derivative (PID) control algorithm in real time to obtain the real-time target control quantity. Specifically, the current vehicle speed refers to the speed obtained when the vehicle is in the pushing phase, at the moment when the above difference needs to be calculated.

[0049] Subsequently, the vehicle control equipment can calculate the difference between the target control quantity and the actual control quantity at this time, and use a PID algorithm to process this difference. This involves a comprehensive proportional-integral-derivative adjustment of the speed error, thereby converting the vehicle speed requirement into a torque requirement and outputting the target torque. Specifically, the actual control quantity refers to the vehicle speed corresponding to the actual output of the motor after obtaining the target control quantity.

[0050] In this embodiment, after obtaining the target torque, the vehicle control device can calculate the difference between the target torque and the actual torque at this time, and use a PID algorithm to process the difference between the target torque and the actual torque at this time, that is, to perform a comprehensive adjustment of the torque error by proportional-integral-derivative, so as to accurately adjust the output torque of the motor, ensure that the actual torque is completely matched with the target torque, and finally stabilize the vehicle speed at the speed target, that is, near the target speed.

[0051] In one embodiment of this application, the vehicle control device can specifically be configured as follows: Figure 4 Steps S201 to S204 shown implement step S103, as detailed below: In S201, the difference between the target vehicle speed and the current vehicle speed is calculated.

[0052] In S202, the difference is processed based on the proportional element in the proportional-integral-derivative control algorithm to obtain the initial control quantity.

[0053] In this embodiment, after calculating the difference between the target speed and the current speed, the vehicle control device, in order to avoid speed overshoot caused by the delay in integral term calculation when transitioning from a slope to a flat road, therefore, combines... Figure 3 In this case, the vehicle control equipment can use only proportional control, based on the proportional element in the proportional-integral-derivative control algorithm (such as...). Figure 3 The P-terminal in the proportional-integral-derivative control algorithm processes the difference between the target speed and the current speed to obtain the initial control quantity.

[0054] In one embodiment of this application, the vehicle control device may specifically calculate the proportional factor in the proportional element according to the following steps, detailed below: Obtain the pitch angle of the road where the vehicle is located; The scaling factor is adjusted based on the pitch angle; the pitch angle and the scaling factor are positively correlated.

[0055] In this embodiment, the vehicle control device can determine the pitch angle of the road where the vehicle is located using its own accelerometer and gyroscope. Then, the vehicle control device can adjust the scaling factor based on the pitch angle.

[0056] It should be noted that the larger the pitch angle (the steeper the uphill or downhill slope), the more drastic the change in driving force / braking force required by the vehicle. Therefore, the scaling factor needs to be increased to improve the response speed. Based on this, the pitch angle and the scaling factor are positively correlated.

[0057] In S203, the initial control quantity and the feedforward control quantity are summed to obtain the target control quantity.

[0058] In this embodiment, combined with Figure 3 After receiving the initial control input, the vehicle control equipment can adjust the feedforward control coefficients (such as...). Figure 3 The target control quantity is obtained by multiplying the initial control quantity (K) by the feedforward control quantity, and then summing this product with the initial control quantity. The feedforward control coefficient can be determined according to actual needs and is not restricted here.

[0059] In S204, speed loop control of the vehicle is performed based on the target control variable.

[0060] In this embodiment, the vehicle control device obtains the target control quantity, which can be referred to in detail. Figure 3 The process after obtaining the target control quantity in step S103 is implemented to achieve speed loop control of the vehicle based on the target control quantity.

[0061] In one embodiment of this application, while the vehicle control device performs speed loop control on the vehicle based on the feedforward control quantity, the target vehicle speed, and the current vehicle speed, if the vehicle control device detects that the actual vehicle speed is greater than the target vehicle speed within a preset time period, it indicates that the user using the vehicle is manually pushing the vehicle during the adaptive push-cart process, resulting in an excessive vehicle speed. Therefore, in order to make the push-cart speed more in line with the user's needs, the vehicle control device can directly update the current actual vehicle speed to the latest target vehicle speed and continue to perform speed loop control on the vehicle based on the latest target vehicle speed.

[0062] As can be seen from the above, the vehicle control method provided in this application, in response to a push command, obtains the vehicle's motor operating parameters at the previous moment; the previous moment refers to the moment before the push command is detected; based on the operating parameters, a feedforward control quantity is determined; when the vehicle is in the push phase, speed loop control is performed on the vehicle based on the feedforward control quantity, the target vehicle speed, and the current vehicle speed to realize the vehicle's push function. Compared with traditional speed loop control, this application adds a feedforward control quantity, thereby enabling more precise control of the push speed and improving the speed control accuracy during the push phase. Meanwhile, traditional speed loop control relies on adjusting the output based on the current error, which is prone to lag due to system inertia. The feedforward control quantity, by introducing the operating state information from the previous moment in advance, is equivalent to pre-applying a compensation signal, which can quickly adjust the motor output at the initial stage of the push command triggering, shortening the response time of the vehicle switching from a stationary or existing state to the push state, and avoiding speed overshoot or undershoot.

[0063] Please see Figure 5 , Figure 5 This is a flowchart illustrating the implementation of a vehicle control method according to another embodiment of this application. Compared to... Figure 1 In a corresponding embodiment, this embodiment may further include S301~S303 after S103, as detailed below: In S301, obtain the pitch angle of the road where the vehicle is located.

[0064] In S302, the driving scenario of the vehicle is determined based on the pitch angle.

[0065] In this embodiment, the vehicle control device can determine the pitch angle of the road where the vehicle is located using its own accelerometer and gyroscope. Then, the vehicle control device can determine the driving scenario of the vehicle based on this pitch angle.

[0066] It should be noted that driving scenarios include, but are not limited to: uphill scenarios, flat road scenarios, and downhill scenarios.

[0067] In S303, control operations corresponding to the driving scenario are performed on the vehicle.

[0068] In this embodiment, after determining the driving scenario, the vehicle control device can execute control operations corresponding to the driving scenario to adjust the control of the vehicle in a targeted manner and improve its adaptability to diverse road environments.

[0069] Specifically, when the driving scenario is uphill, the vehicle control equipment can overcome the component of gravity and add a gravity compensation term to the feedforward control quantity to ensure that the vehicle speed does not decrease; when the driving scenario is flat road, the vehicle control equipment can control the vehicle speed to maintain stability to reduce unnecessary torque fluctuations; when the driving scenario is downhill, the vehicle control equipment can add a braking force compensation term to the feedforward control quantity to suppress the acceleration caused by the vehicle's gravity and avoid loss of vehicle speed control.

[0070] In one embodiment of this application, the vehicle control device may specifically implement step S303 according to the following steps, as detailed below: When the driving scenario is uphill, if the vehicle is detected to be stationary, the vehicle is controlled to enter parking mode; parking mode is used to prevent the vehicle from rolling back on the slope. When the driving scenario is downhill, the target vehicle speed is adjusted to the set vehicle speed, and the motor is controlled to be in the first working mode. The set vehicle speed is used to represent the safe speed of the vehicle when going downhill, and the first working mode is used to represent that the motor is allowed to generate negative torque, which means the direction opposite to the direction of vehicle travel. When the driving scenario is a flat road scenario, if the actual vehicle speed is detected to be greater than the target vehicle speed, the actual vehicle speed will be updated to the target vehicle speed, and the motor will be controlled to enter the second working mode; the second working mode is used to indicate that the motor will not generate negative torque.

[0071] In this embodiment, after detecting that the driving scenario is an uphill scenario, and when the vehicle is in a stopped state, it indicates that the user needs the vehicle to stop. Therefore, to prevent the vehicle from rolling backward and to ensure the safety of the vehicle and the user, the vehicle control device can control the vehicle to enter a parking mode. The parking mode is used to prevent the vehicle from rolling backward on a slope.

[0072] When the vehicle control system detects a downhill driving scenario, it recognizes that the vehicle's speed increases during descent, potentially leading to speed loss and reduced safety. Therefore, to prevent this and improve safety, the system adjusts the target speed to a set speed and operates the motor in a first operating mode. This mode allows the motor to generate negative torque to maintain the vehicle's downhill speed at the set speed. The set speed represents the safe speed for the vehicle downhill, and the first operating mode allows the motor to generate negative torque, with "negative" referring to the direction opposite to the vehicle's direction of travel.

[0073] When the vehicle control equipment detects a flat road scenario, it indicates that both the vehicle's speed and direction can change. Therefore, if the actual vehicle speed exceeds the target speed, the equipment updates the actual speed to the target speed and controls the motor to enter a second operating mode. This prevents the vehicle from entering a hill-climbing mode when reversing. Furthermore, when the user manually pushes the vehicle, causing it to exceed the target speed, the motor will not generate negative torque. This allows the user to easily and dynamically adjust the speed target, improving the user experience. The second operating mode indicates that the motor will not generate negative torque.

[0074] As can be seen from the above, the vehicle control method provided in this embodiment can directly reflect whether the vehicle is in an uphill, downhill, or flat road scenario by adjusting the pitch angle. Therefore, after determining the driving scenario (such as uphill, flat road, or downhill) of the vehicle by adjusting the pitch angle, the control of the vehicle can be adjusted accordingly, which not only improves the adaptability to diverse road environments but also improves the safety of the vehicle.

[0075] In one embodiment of this application, after step S103, in order to manually stop the vehicle, the vehicle control device may specifically perform the following steps, detailed below: After the vehicle speed stabilizes during the push phase, if an external force different from the vehicle's driving force is detected, the vehicle's first displacement is obtained. If the first displacement is zero, the upper limit of the driving force generated by the motor is determined based on the theoretical driving force; the theoretical driving force is calculated from the weight of the vehicle and the slope of the road where the vehicle is located.

[0076] In one implementation of this embodiment, when the vehicle detects that the actual driving force is the same as the theoretical driving force, it can be determined that the vehicle speed is stable during the pushing phase. The theoretical driving force is calculated from the vehicle's weight and the slope of the road where the vehicle is located.

[0077] Specifically, the vehicle control equipment can calculate the theoretical driving force according to the following formula: ; Where T is the theoretical driving force, m is the weight of the vehicle, and g is the acceleration due to gravity. The slope.

[0078] In this embodiment, when the vehicle control device detects an external force different from the vehicle's driving force, it indicates that the user may need to stop the vehicle. Therefore, the vehicle control device can acquire the vehicle's displacement to determine the change in that displacement. Specifically, the vehicle's first displacement at this time describes the distance the vehicle has traveled after detecting an external force different from its driving force.

[0079] When the vehicle control device detects that the first displacement is zero, it indicates that the user is pulling the vehicle to a stop. Therefore, in order to limit the torque output of the motor to ensure that the user can effectively pull the vehicle to a stop during the pushing phase, and to allow the vehicle to continue to perform the pushing function when there is no external force different from the driving force of the vehicle, the vehicle control device can determine the upper limit of the driving force generated by the motor based on the theoretical driving force.

[0080] As can be seen from the above, the vehicle control method provided in this embodiment may require the vehicle to remain briefly stationary during the pushing process. If insufficient driving force causes the vehicle to slide, it may pose a collision risk; if the driving force is too large, the user may experience operational difficulties due to sudden changes in resistance when pushing again. Therefore, this embodiment controls the vehicle by setting an upper limit on the driving force when the first displacement is detected to ensure it remains stably locked in its current position, preventing accidental sliding and ensuring controllable resistance during subsequent user operations.

[0081] In another embodiment of this application, when there is a load in the vehicle, after step S103, in order to still be able to manually stop the vehicle, the vehicle control device may specifically perform the following steps, detailed below: After the vehicle speed stabilizes during the pushing phase, if there is a load in the vehicle, the second displacement of the vehicle is obtained. If the second displacement is greater than or equal to the set displacement, then obtain the vehicle's current driving force; If the current driving force is greater than or equal to the theoretical driving force, the upper limit of the driving force generated by the motor is calculated based on the weight of the load, the weight of the vehicle, the slope of the road where the vehicle is located, and the set driving force. The set driving force is used to describe the reference driving force generated by the motor when the vehicle is on a flat road.

[0082] In one implementation of this embodiment, when the vehicle detects that the actual driving force is the same as the theoretical driving force, it can be determined that the vehicle speed is stable during the pushing phase. The theoretical driving force is calculated from the vehicle's weight and the slope of the road where the vehicle is located.

[0083] Specifically, the vehicle control equipment can calculate the theoretical driving force according to the following formula: ; Where T1 is the theoretical driving force, m is the weight of the vehicle, and g is the acceleration due to gravity. The slope.

[0084] In this embodiment, when the vehicle control device detects a load in the vehicle, in order to avoid motor overload and adapt to load, slope, and other conditions, the vehicle control device can acquire the vehicle's displacement to determine the change in displacement. Specifically, the second displacement of the vehicle at this time describes the distance the vehicle has traveled after its speed stabilizes during the pushing phase.

[0085] When the vehicle detects a second displacement greater than or equal to a set displacement, it indicates that the vehicle needs to continue pushing the vehicle under load. Therefore, the vehicle can determine the current driving force of the vehicle by the actual output torque output by the torque sensor of the motor, and compare the current driving force with the theoretical driving force.

[0086] In one embodiment of this application, when the vehicle control device detects that the current driving force is greater than or equal to the theoretical driving force, it indicates that the current driving force has reached the critical value for balancing the load and the gradient. Therefore, it is necessary to limit the upper limit of the driving force to prevent the system from continuously increasing the driving force due to feedback adjustment inertia. Furthermore, when the user applies manual force to stop the vehicle, the upper limit of torque will not be too large, allowing the user to effectively stop the vehicle. Thus, the vehicle control device can calculate the upper limit of the driving force generated by the motor based on the load weight, the vehicle weight, the gradient of the road where the vehicle is located, and the set driving force. The set driving force describes the reference driving force generated by the motor when the vehicle is on a flat road.

[0087] In this embodiment, the vehicle control device can calculate the upper limit of the driving force at this time according to the following formula: +T0; Where T2 is the theoretical driving force, m is the weight of the vehicle, and g is the acceleration due to gravity. T0 represents the slope, and T0 represents the driving force generated by the motor on a flat road.

[0088] As can be seen from the above, the vehicle control method provided in this embodiment, by integrating core parameters such as load weight (additional load), vehicle weight, and road slope (influence of gravity component), combined with the set driving force based on a flat road benchmark, can calculate the upper limit of the driving force suitable for the current working conditions. Simultaneously, when the vehicle displacement reaches the target and the current driving force already meets the theoretical requirements, limiting the motor output by calculating the upper limit prevents the system from continuously increasing the driving force due to feedback adjustment inertia. Furthermore, when the user applies manual force to stop the vehicle later, the torque upper limit will not be excessive, ensuring that the user can effectively stop the vehicle.

[0089] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0090] Corresponding to the vehicle control method described in the above embodiments, Figure 6 A schematic diagram of a vehicle control device according to an embodiment of this application is shown. For ease of explanation, only the parts relevant to the embodiment of this application are shown. (Refer to...) Figure 6The vehicle control device 400 includes: a parameter acquisition unit 41, a control quantity determination unit 42, and a first control unit 43. Wherein: The parameter acquisition unit 41 is used to acquire the operating parameters of the vehicle's motor at the previous moment in response to the push command; the previous moment refers to the moment before the push command was detected.

[0091] The control quantity determination unit 42 is used to determine the feedforward control quantity based on the operating parameters.

[0092] The first control unit 43 is used to perform speed loop control on the vehicle based on the feedforward control quantity, the target vehicle speed and the current vehicle speed when the vehicle is in the pushing stage, so as to realize the pushing function of the vehicle.

[0093] In one embodiment of this application, the first control unit 43 specifically includes: a first calculation unit, a processing unit, a summation unit, and a second control unit. Wherein: The first calculation unit is used to calculate the difference between the target vehicle speed and the current vehicle speed.

[0094] The processing unit is used to process the difference based on the proportional element in the proportional-integral-derivative control algorithm to obtain the initial control quantity.

[0095] The summation unit is used to sum the initial control quantity and the feedforward control quantity to obtain the target control quantity.

[0096] The second control unit is used to perform speed loop control on the vehicle based on the target control quantity.

[0097] In one embodiment of this application, the vehicle control device 400 further includes: a first pitch angle acquisition unit and an adjustment unit. Wherein: The first pitch angle acquisition unit is used to acquire the pitch angle of the road where the vehicle is located.

[0098] The adjustment unit is used to adjust the scaling factor based on the pitch angle; the pitch angle is positively correlated with the scaling factor.

[0099] In one embodiment of this application, the vehicle control device 400 further includes: a second pitch angle acquisition unit, a scene determination unit, and an execution unit. Wherein: The second pitch angle acquisition unit is used to acquire the pitch angle of the road where the vehicle is located.

[0100] The scene determination unit is used to determine the driving scene in which the vehicle is located based on the pitch angle.

[0101] The execution unit is used to perform control operations on the vehicle corresponding to the driving scenario.

[0102] In one embodiment of this application, the execution unit specifically includes: a third control unit, a fourth control unit, and a fifth control unit. Wherein: The third control unit is used to control the vehicle to enter parking mode when the driving scenario is uphill and the vehicle is detected to be stationary; parking mode is used to prevent the vehicle from rolling back on the slope.

[0103] The fourth control unit is used to adjust the target vehicle speed to the set vehicle speed and control the motor to the first working mode when the driving scenario is a downhill scenario. The set vehicle speed is used to represent the safe vehicle speed when going downhill, and the first working mode is used to represent that the motor is allowed to generate negative torque, where negative means the direction opposite to the vehicle's driving direction.

[0104] The fifth control unit is used to update the actual vehicle speed to the target speed when the actual vehicle speed is detected to be greater than the target vehicle speed when the driving scenario is a flat road scenario, and to control the motor to be in the second working mode; the second working mode is used to indicate that the motor will not generate negative torque.

[0105] In one embodiment of this application, the vehicle control device 400 further includes: a first displacement acquisition unit and an upper limit value determination unit. Wherein: The first displacement acquisition unit is used to acquire the first displacement of the vehicle after detecting that the vehicle speed is stable during the pushing phase and if an external force different from the driving force of the vehicle is detected.

[0106] The upper limit determination unit is used to determine the upper limit of the driving force generated by the motor based on the theoretical driving force if the first displacement is zero; the theoretical driving force is calculated from the weight of the vehicle and the slope of the road where the vehicle is located.

[0107] In one embodiment of this application, the vehicle control device 400 further includes: a second displacement acquisition unit, a driving force acquisition unit, and a second calculation unit. Wherein: The second displacement acquisition unit is used to acquire the second displacement of the vehicle if there is a load in the vehicle after the vehicle speed has stabilized during the pushing phase.

[0108] The driving force acquisition unit is used to acquire the current driving force of the vehicle if the second displacement is greater than or equal to the set displacement.

[0109] The second calculation unit is used to calculate the upper limit of the driving force generated by the motor based on the weight of the load, the weight of the vehicle, the slope of the road where the vehicle is located, and the set driving force if the current driving force is greater than or equal to the theoretical driving force. The set driving force is used to describe the reference driving force generated by the motor when the vehicle is on a flat road.

[0110] It should be noted that the information interaction and execution process between the above-mentioned devices / units are based on the same concept as the method embodiments of this application. For details on their specific functions and technical effects, please refer to the method embodiments section, and they will not be repeated here.

[0111] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0112] Figure 7 This is a schematic diagram of the structure of a vehicle control device provided in one embodiment of this application. Figure 7 As shown, the vehicle control device 5 of this embodiment includes: at least one processor 50 ( Figure 7 (Only one is shown in the diagram), memory 51, and computer program 52 stored in said memory 51 and executable on said at least one processor 50, which, when executed, implements the steps in any of the above vehicle control method embodiments.

[0113] The vehicle control device 5 may include, but is not limited to, a processor 50 and a memory 51. Those skilled in the art will understand that... Figure 7 This is merely an example of vehicle control device 5 and does not constitute a limitation on vehicle control device 5. It may include more or fewer components than shown, or combine certain components, or different components, such as input / output devices, network access devices, etc.

[0114] The processor 50 may be a Central Processing Unit (CPU), or it may be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor.

[0115] In some embodiments, the memory 51 may be an internal storage unit of the vehicle control device 5, such as the RAM of the vehicle control device 5. In other embodiments, the memory 51 may be an external storage device of the vehicle control device 5, such as a plug-in hard drive, smart media card (SMC), secure digital (SD) card, flash card, etc., equipped on the vehicle control device 5. Furthermore, the memory 51 may include both internal and external storage units of the vehicle control device 5. The memory 51 is used to store the operating system, applications, boot loader, data, and other programs, such as the program code of the computer program. The memory 51 can also be used to temporarily store data that has been output or will be output.

[0116] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps described in the various method embodiments above.

[0117] This application provides a computer program product that, when run on a vehicle control device, enables the vehicle control device to perform the steps described in the above-described method embodiments.

[0118] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include at least: any entity or device capable of carrying the computer program code to a vehicle control device, a recording medium, a computer memory, a read-only memory (ROM), a random access memory (RAM), an electrical carrier signal, a telecommunication signal, and a software distribution medium, such as a USB flash drive, a portable hard drive, a magnetic disk, or an optical disk.

[0119] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0120] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A vehicle control method, characterized in that, include: In response to the push command, the operating parameters of the vehicle's motor at the previous moment are obtained; the previous moment refers to the moment before the push command is detected. Based on the aforementioned operating parameters, determine the feedforward control quantity; When the vehicle is in the pushing stage, speed loop control is performed on the vehicle based on the feedforward control quantity, the target vehicle speed, and the current vehicle speed to realize the pushing function of the vehicle.

2. The vehicle control method as described in claim 1, characterized in that, The speed loop control of the vehicle based on the feedforward control quantity, the target vehicle speed, and the current vehicle speed includes: The difference between the target vehicle speed and the current vehicle speed is calculated. The difference is processed based on the proportional element in the proportional-integral-derivative control algorithm to obtain the initial control quantity; The target control quantity is obtained by summing the initial control quantity and the feedforward control quantity. The vehicle is subjected to speed loop control based on the target control variable.

3. The vehicle control method as described in claim 2, characterized in that, The scaling factor in the scaling element is determined as follows: Obtain the pitch angle of the road where the vehicle is located; The scaling factor is adjusted based on the pitch angle; the pitch angle is positively correlated with the scaling factor.

4. The vehicle control method as described in claim 1, characterized in that, After performing speed loop control on the vehicle based on the feedforward control quantity, the target vehicle speed, and the current vehicle speed, the method further includes: Obtain the pitch angle of the road where the vehicle is located; The driving scenario of the vehicle is determined based on the pitch angle; Perform control operations on the vehicle corresponding to the driving scenario.

5. The vehicle control method as described in claim 4, characterized in that, The control operation performed on the vehicle corresponding to the driving scenario includes: When the driving scenario is an uphill scenario, if the vehicle is detected to be in a stopped state, the vehicle is controlled to enter the parking mode; the parking mode is used to prevent the vehicle from rolling back on the slope. When the driving scenario is a downhill scenario, the target vehicle speed is adjusted to the set vehicle speed, and the motor is controlled to be in the first working mode; the set vehicle speed is used to represent the safe speed of the vehicle when going downhill, and the first working mode is used to represent that the motor is allowed to generate negative torque, where negative means the direction opposite to the direction of the vehicle's travel. When the driving scenario is a flat road scenario, if the actual vehicle speed is detected to be greater than the target vehicle speed, the actual vehicle speed is updated to the target vehicle speed, and the motor is controlled to be in the second working mode; the second working mode is used to indicate that the motor will not generate negative torque.

6. The vehicle control method according to any one of claims 1-5, characterized in that, After performing speed loop control on the vehicle based on the feedforward control quantity, the target vehicle speed, and the current vehicle speed, the method further includes: After the vehicle speed is detected to be stable during the pushing phase, if an external force different from the driving force of the vehicle is detected, the first displacement of the vehicle is obtained. If the first displacement is zero, the upper limit of the driving force generated by the motor is determined based on the theoretical driving force; the theoretical driving force is calculated from the weight of the vehicle and the slope of the road where the vehicle is located.

7. The vehicle control method according to any one of claims 1-5, characterized in that, After performing speed loop control on the vehicle based on the feedforward control quantity, the target vehicle speed, and the current vehicle speed, the method further includes: After the vehicle speed is detected to be stable during the pushing phase, if there is a load in the vehicle, the second displacement of the vehicle is obtained. If the second displacement is greater than or equal to the set displacement, then the current driving force of the vehicle is obtained; If the current driving force is greater than or equal to the theoretical driving force, the upper limit of the driving force generated by the motor is calculated based on the weight of the load, the weight of the vehicle, the slope of the road where the vehicle is located, and the set driving force; the set driving force is used to describe the reference driving force generated by the motor when the vehicle is on a flat road.

8. A vehicle control device, characterized in that, include: The parameter acquisition unit is used to acquire the operating parameters of the vehicle's motor at the previous moment in response to the push command; the previous moment refers to the moment before the push command is detected. A control quantity determination unit is used to determine a feedforward control quantity based on the operating parameters; The first control unit is used to perform speed loop control on the vehicle based on the feedforward control quantity, the target vehicle speed, and the current vehicle speed when the vehicle is in the pushing stage, so as to realize the pushing function of the vehicle.

9. A vehicle control device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the vehicle control method as described in any one of claims 1 to 7.

10. A computer program product, characterized in that, It includes a computer program that, when run, implements the vehicle control method as described in any one of claims 1 to 7.

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